Carbureter



F. C. MOCK.

CARBURETER.

APPLICATION FILED AUG.23. I915- 3 SHEETS-SHEET 1.

ifiga F. G. MOCK.

GARBUHETER.

APPLICATION FILED AUG-23, 1915.

1,395,233., Patented Oct. 25, 1921.

a SHEEfS-SHEET 2.

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Fran/k 6.1%016 3 SHEETS-SHEET 3- Patented Oct. 25, 1921.

5. 0. MOCK. CARBURETER.

APPLICATION FILED AUG.23. 1915.

Invsmior frank CT Mac/ c secure the desired results.

ParaN'r oFFicE.

FRANK C. MOCIZ, OF CHICAGO, ILLINOIS, ASSIGNOR TO STROMIBERG- IDIOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

CARBUIRE'I'EE.

Application filed August 23, 1915.

T 0 all whom it may concern:

Be it known that-I, FRANK C. Moon, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Carburetors, of which the following is a full, clear, concise and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to carbureters for internal-combustion engines and is concerned particularly with the provision of means for feeding additional liquid fuel to the mixture upon acceleration.

The desirability of feedin extra gasolene, assuming that to be the liquid fuel employed, to the mixture upon acceleration, that is, at the beginning of aperiod of increased suction, is well known in the art. This desirability follows from the natural inertia of the fuel from the main source, and the lag with which the feed-of fuel, being heavier than air, follows the position of the throttle, and is also due to the increased effort of the engine at that particular time. It is obvious that this extra feed of gasolene should be merely temporary, since, once the increased suction has become effective on the main source, the conditions are steady and further additional gasolene would be excessive. It is also understood that when the engine is cool more gasolene is required than when it is warmer, and it will be understood that this temporary feed of gasolene corresponds with these conditions.

In accordance with my invention, I provide a U-shaped well, one arm of which is subject to suction, and the other arm of which is open to atmosphere sufiiciently to The last-mentioned arm has a fuel-jet leading therefrom, this jet lyingabove the normal level of the gasolene as determined by a constant-level device.

It will become apparent that when suction is applied to the first-mentioned arm the gasolene therein will rise above the normal level. Then, upon a reduction of the suction in that arm, there will be a tendency for the gasolene in the two arms toassume the same level. This brings the gasolene in the other arm up to or beyond the level of the fuel- I nozzle and a temporary feed results. My invention will be clearly understood Specification of Letters Patent.

Patented Oct. 25, 1921,

Serial No. 46,774.

by reference to the accompanying drawings, in which:

Figure 1 is, in the main, a vertical axial sect onal View;

' F g. 2 is a partial plan View;

Fig. 3 is an axial sectional view taken on the plane of the line 3-3 of Fig. 2 and looking in the direction indicated by the arrows;

Fig. 4 is a sectional view taken on the plane of the line 4-4 of Fig. 2 and looking in the direction indicated by the arrows;

F 1g. 5 1s a sectional View taken on the plane of the line 5-5 of Fig. 2 and looking take.

Auxiliary air is admitted into the carbu reting chamber 10 by way of an opening 14, which is controlled by an automatically-operating valve 15. Since my invention is not concerned with the details of this valve, the adjustments therefor, etc.,- I shall not burden this specification with a description of these details. It is suflicient to say that the valve 15 responds to suction to admit additional air, and that with this additional air additional fuel is admitted, it'being understood that this valve does not open until the higher .suctions are attained. Briefly, this is accomplished in the following manner: A piston 16 is connected with the valve 15 by means of a stem 17, this piston operating in a chamber 18, to which gasolene is admitted in a manner to be described presently. The

operation of the piston in the gasolene retards the opening movement of the valve; An auxiliary fuel-nozzle 19 is carried by thevalve 15, and by means of a passageway through the stem 17 this nozzle is connected with the gasolene in the chamber 18. A valve 20 controls the passageway through .the stem 17, and it will now be clear that when the valve comes down the valveseat 21 for the valve leaves the valve 20 and permits the flow of gasolene thereby.

A bridge 22 spans the passageway 12 and supports the main fuel-nozzle 23 within the Venturi tube, as shown. Gasolene is supplied to this nozzle from the float-chamber 24, by way of the passageway 25, the gasofloat-chamber mechanism. The

lene being maintained at approximately the level of the -dot-and-dash line X-X bythe gasolene passageway 25 is extended at 26 to connect with the chamber 18, as hereinbefore referred to. chamber 24: by means of the pipe 27.

The mixture-outlet is illustrated at 28, and a butterfly throttle-valve 29 is provided in this outlet, there being a slight opening around the valve when the valve is in its closed position.

It will be seen from Fig. 4 that I provide two vertical passageways, both extending upthese passageways at 30 and 31, and it will be seen that at the bottom they are connected together by means of the passageway 32,

and with the gasolene passageway 25 by means of the passageway 33, this last-named passageway being considerably restricted, as shown.

As shown in Figs. 1, 4 and 5, the passageway 31, at the top thereof, is provided with a passageway 34, leading to a point above the throttle, where it will be subject to suction. An atmosphere-inlet 35 is also provided for the passageway 31.

The passageway 3O is provided with a laterally-extending gasolene-nozzle 36, wh ich extends radially into the Venturi tube ,11, opening into the interior thereof, as illus trated in Figs. 1 and 3. The nozzle 36 is disposed above the normal level of the gasolene as determined by the constant-level mechanism in the float-chamber 24:. The top of the passageway 30 is connected with the atmosphere by means of the passageway 37.

For convenience, I shall refer to the combined passageways 30, 31 and 32 as a U- shaped tube, and it will now be seen that gasolene is fed to the bottom of this U- shaped tube and that, with the engine at rest, gasolene stands in both arms of the 'U-shaped tube 'to the level of the dot-anddash line X--X. It will be kept in mind that, so long as the throttle forms any obstruction in the mixture-outlet, there is a difference in pressure on opposite sides thereof, and it will also be understood that, as the throttle is gradually opened, this difference in pressure decreases, whereas, as the throttle is closed, the difference in pressure increases. The operation of the device of my invention will be best understood by reference to Figs.

Gasolene is supplied to the float- In this idling or lowrunning position the throttle is closed except for a small opening around it, and there is a limited feed from the main nozzle 23. Under some circumstances an idling or lowrunning feed may be led directly above the throttle, or at least placed in.-close proximity to the throttle, but it wilhbe clear that such a difference in no wise changes the operation of the essential features of my invention, which are concerned with acceleration. In other words, the accelerating well of my invention and the parts necessarily concerned in it operate the same whether the main fuel is fed by a separate jet or not, or whether the main fuel is fed by one or two jets. I

desire that the scope of my invention shall .be determined by the appended claims and not be limited to any precise details which I describe as an exemplary embodiment of my invention.

It will be seen that, with the throttle in the position shown in Fig. 6, there will be a great suction. above the throttle, and this suction is transmitted to the arm 31 of the U-shaped well by way of the passageway 34. In view of the large range of suction above the throttle, and the limited space'for the passageway 31, as well as the limited amount of fuel required for acceleration, I provide means whereby the suction above the throttle shall not be fully effective in the arm'31 of the U-shaped well. As before described, I bleed this well to the atmosphere by way of the opening 35, in order that only a cer tain proportion of the suction, dependent upon the sizes of the passageways, may be effective in the arm 31. Be it understood, however, that suction above the throttle is effective in the arm 31 to raise the gasolene in that arm considerably above the dot-and dash line, that is, the fuel-level, it being remembered that there 'is a constant head tending to move fuelinto this well. There is, of course, a certain reduction of pressure during this period, at the outlet of the nozzle 36, but under these conditions this reduction of pressure is negligible, first, because it is small, and, second, because the nozzle36 is disposed above the normal level of the gasolene sufficiently so that any slight rise of the gasolene in the arm 30 could be disregarded. It also will be seen that the arm 30 is open to atmosphere by way of the passage 37, and, although it would not vitiate the operation if there were sub-atmosphere in the arm 30, it is desirable to keep the pressure in that arm as near atmosphere as possible. It will thus be seen that in the idling or low-running position any suction atthe nozzle 36 would be satisfied by the opening 37, but if not fully satisfied thereby the rise of fuel due to such reduction in pressure would be so small as to be negligible. Therefore, the nozzle or fuel inlet 36 feeds fuel only upon a sudden opening of the throttle, that is, when it is desired to accelerate. Thus, by the communication of the passageway with atmospheric pressure at all times, the accelerating well will work at all speeds, so that if the motor vehicle is running at a moderate speed and a sudden acceleration is desired, the well will function, Hence, the well .is operable throughout the range of motor speedto give the desired acceleration at any time.

Referring now to Fig. 7, it will be seen that the throttle has been opened. The result is a great reduction in the suction at the passageway 34, with a consequent increase in pressure in the arm 31 of the U- shaped tube amounting to substantially atmosphere, in view of the bleed 35. There is then immediately a tendency for the fuel in the U-shaped tube to equalize the level in both arms, with the result that the gasolene quickly drops in the arm 31 and rises in the arm 30. This action is immediate and overwhelming, and any passage of fuel through the restricted passageway 33. is negligible at this instant. The rise of fuel in the arm 30 of the U-shaped tube produces a head offuel above the accelerating nozzle 36, and this head of fuel therefore issues from this nozzle, in addition to the flow from .the nozzle 23, until the head has be come exhausted. Since the amount of gasolene over the nozzle 36 is limited, it will be clear that the surcharging of the mixture will be merely temporary. It will be clear that the operation is the same in kind, though not in degree, for any change in the position of the throttle which reduces the suction above the throttle-any accelerating action-whether the condition changes from one of minimum running to a higher speed, or from an intermediate speed to a higher one.

When the throttle is closed down again, as illustrated in Fig. 8, the column of gasolene in the passageway 31 will be drawn upwardly, causing the column in the arm 30 to drop. There is, however, a feed into the lal-shaped tube from the float-chamber by way, of the passageway 33, and the conditions shownin' Fig. 6 are rapidly reassumed, so that an extra charge may again stand ready for the next acceleration.

It will be seen that the amount of suction effective on the passageway 34: determines the height to which. the gasolene in the arm 31 of the U-shape l tube rises, which, in turn, determines the amount of the accelerating charge. For a slight change in position of the throttle, toward the open position, the unbalancing of the two arms of the U will be correspondingly slight and the surcharge correspondingly small. It is possible that means other thanthe throttle could be prodrawn with that in mind.

vided to control the suction which causes the rise of the gasolene in the arm 31, and some of the appended claims have been I have illustrated, approximately, the comparative sizes of the various passageways, as determined by experiments which I have conducted. Sizes used were as follows: passageways 33 and 3ft, .040 inch in diameter and passageway 35, .136 inch in diameter.

These experiments showed, however, thatthe I comparative sizes could be departed from without departing from the fundamental operation involved, and I therefore assume that any sizes, or comparative sizes, which maintain the mode of operation and results which I have described, come within the spirit and scope of my invention.

I claim: I

1. In a carbureter, a carbureting chamber having an air inlet and a mixture outlet, a throttle controlling said outlet, a'cbnstant level liquid fuel supply chamber, a fuel inlet for said carbureting chamber, a'passageway leading from said fuel supply chamber to said fuel inlet and having a restriction therein, a well connected to said passageway between said restriction and said fuel inlet, said well, above the fuel level therein, being connected by a passageway for air only with 'the mixture outlet, whereby the partial Vacuum applied to said well when the throttle approaches closed position causes liquid fuel to rise there-in .to a level above that of the fuel inthe constant level chamber, the opening of the throttle reducing said vacuum and permitting said fuel to drop and feed to said fuel inlet.

2. In a carbureter, a carbureting chamber having an air inlet and a mixture outlet, a throttle controlling said outlet, a constant level liquid fuel supply chamber, a fuel nozzle extending into said carbureting chamber and fed from said supply chamber, a U-shaped well fed from said supply chamber, and a fuel nozzle leading from one arm of said well above the normal level of liquid fuel therein, said arm communieating with the atmosphere, and means subjecting the other arm to suction above the throttle to lift the fuel therein above the normal level, the reduction of said suction permitting a drop of the fuel in the last mentioned arm and a consequent rise of the fuel in the first named arm above the fuel nozzle leading therefrom.

3. In a carbureter, a carbureting cham her having anair inlet and a mixture outlet, a throttle controlling said outlet, at constant level liquid fuel supply chamber, a fuel nozzle extending into said carbureting chamber and fed from said supply chamber, a U-shaped well fed from said supply chamher, and a fuel nozzle leading from one arm of said well above the normal level of lltl' liquid fuel therein, said arm c'ommunicating with the atmosphere, a restricted conneclevel, the reduction of such suction permit-.

ting a drop of the fuel level in said other arm and consequent flow of fuel to the first named arm and a rise in fuel level therein above the fuel nozzle leading therefrom.

4. In a carbureter, a carbureting cham- 1 her having an air inlet anda mixture outlet, a throttle controlling said outlet a constant level liquid fuel supply chamber, a fuel nozzle extending into said carbureting chamber and fed from said supply chamber, a

U-shaped Well fed by a restricted passage from vsaid supply chamber, a fuel nozzle leading from one arm of said Well above the normal level of liquid therein, said arm communicating with the atmosphere, and means subjecting the otherarm to suction to lift the fuel therein above the normal level, the reduction of said suction permit ting a drop of fuel level in said other arm and a rise of the fuel level in the first named arm above the fuel nozzle leading therefrom. y

In Witness whereof, I hereunto subscribe my name this 19th day of'August, A. D.

FRANK C. MOCK. 

